Railway truck structure



4 Sheets-Sheet 1 INVENTOR CARL E TACK ATTORNEY y 1942- c. E. TACK RAILWAY TRUCK STRUCTURE Filed Sept. l6,' 1958 July 21, 1942- c. E. TACK RAILWAY TRUCK s'mucwuan 4 Sheets-Sha e: 2

Filed Sept. 16. 1938 FIG.4.

INVENTOR CARL E TACK ATTORNEY FIG. 5.

* I I6 FIG. 6. 7 /6; 7

y 1942- c. E. TACK 2,290 ,m

RAILWAY TRUCK STRUCTURE v Filed Sept. 16, 1938 r 4 Sheets-Sheet 3 INVENTOR CARL E TACKi ATTOREY July 21, 1942; c. E. TACK RAILWAY TRUCK STRUCTURE Filed Sept... 1a. 1938 4 shee tssheet 4 INVENTOR CARL E TAcK BY @17 ATTORN Patented July 21, 1942 RAILWAY TRUCK STRUCTURE Carl E. Tack, Chicago, Ill., assignor to General Steel Castings Corporation, Eddystone, Pa., a corporation of Delaware Application September 16, 1938, Serial No. 230,175

UNl-TED STATES PATENT OFFICE 24 Claims.

. the truck frame, whereby the spring action causes the bolster to move vertically relative to the frame and the link action moves the bolster transversely relative to the frame. The truck frame is spring supported on the axle journal boxes which'slide vertically in the frame pedestals. It is customary to provide chafing plates between the bolster and adjacent truck frame members and to provide pedestal liners for engaging the journal boxes. The liners and chafing plates take the wear resulting from the thrusts and play between the members and when these wear receiving elements are originally applied they barely clear each other, but the continual wear from the thrusts and relative movement between the parts gradually reduces the thickness of the wear receiving elements, permitting the bolster and frame and boxes and frame to play longitudinally of the truck relative to each other and thus producing rough riding of the car and objectionable pounding and clanking noises and necessitating renewal of the contact elements at intervals which involves substantial expense.

The main object of the invention is to embody in a railway truck, means for transmitting thrusts or pulling forces between main truck parts, such as bolster and main frame and journal boxes, and for improving the riding qualities and smooth operation of the truck by avoiding undesirable play between such parts and thereby eliminating objectionable pounding and clanking noises, while at the same time readily permitting relative movement between the parts and controlling the amount of force necessary to produce such movement.

Another object of the present invention is to reduce the wear on the force transmitting devices between the relatively movable main truck parts by eliminating the usual. chafing plates or liners between the main truck parts and substituting therefor a force transmitting device which has rubber connecting elements adapted to take the thrusts or pulling forces between such parts in certain directions and to permit relatively free movement of such parts in other directions without distorting the rubber to an extent which would impair its elastic qualities.-

Another object of the'present invention is to avoid the expense incidental to the renewal of the liners and chafing plates from time to time as is necessary to maintain the desiredclearances between the truck parts.

Another object of the invention is to provide for the use of rubber in the device for transmitting the forces, said rubber producing a cushioning effect between the various truck parts, and further to eliminate metal to metal contact between the truck parts for absorbing the vibrations that otherwise would be carried through the truck parts to the car body.

The invention is capable of a number of applications in railway truck construction, a

' selected few of which are illustrated in, the accompanying drawings, in which- Figure 1 is a top view of one longitudinal half of a four wheeltruck for passenger cars;

Figure 2 is in part a side elevation and in part a longitudinal section taken on the line 2-2 of Figure 1;

Figures 3, 4 and 5 are vertical transverse sections taken on'the corresponding section lines of Figure 2;

Figure 6 is a detailed section through the novel draft and guide unit structure utilized in the truck; and is taken on line 6 of Figure 1; I

Figure 7 isa detailed top view of another form of the invention;

Figure 8 is a side elevation of the same;

Figure 9 is a vertical transverse section taken on the line 99 of Figure 7;

Figure 10 is a detailed top view of another form of the invention as applied to a six. wheel truck for passenger cars;

Figure 11 is a side elevation of the same;

Figure 12 is a vertical transverse section taken on the line l2-I2 of Figure 11.

' The truck shown in Figures 1 to 5 includes wheels 2, axles 3, journal boxes 4, equalizers 5, truck springs 6, a truck frame '1, having depending pedestals 8, transverse transoms 9, swinging links H], suspended from the transoms, a spring. plank H carrying elliptic springs 12 which support the truck bolster l3. All of the above parts, except for features hereinafter referred to, are of familiar construction and operation.

Instead of the usual chafing plates or wear plates between journal boxes 4 and pedestals 8, I provide a draft device Ht for each box and instead of the usual chafing plates betweenbolster l3 and transomsI9, I provide a pair of devices I5. Each device l4 and I5 comprises an elongated rod l6, (Figure 6) with outwardly facing shoulders l1, and mounting at each end a pair of flanged disc-like collars 8. The inner collar of-each pair is seated on one of the shoulders I! and the outer collar of each-pair is threaded on the rod and held against rotation by acotter l9. Each collar I8 is faced with a pad of rubber or rubber-like material and adjacent rubber pads at each end of the device have opposing faces adapted to receive between them a similarly shaped flanged disc-like element on the truck part to which that end of the device is attached.

For each device |4 these elements comprise a bracket 2|, projecting outwardly from the portion of journal box 4 nearest the bolster, and a bracket 22 projecting outwardly from the truck frame at the end of the adjacent transom 9. Brackets 2| and 22 are aligned with each other longitudinally of the'truck.

For each device I5 the cooperating elements comprise an upstanding bracket 23 on bolster l3 and an upstanding bracket 24 on gusset 25 connecting the truck transom with the side frame.

With the above described structure, it will be readily apparent that any longitudinal thrust between the truck frame and the wheels, axles and journal boxes will be transmitted through devices I4, and the'sides of the journal boxes will not contact with the pedestal jaws. Relative vertical movement of the journal boxes and frame is readily accommodated by the yielding [pads gripping brackets 2| and 22 and by the longitudinal extent of rod l6 between these jaws.

Similarly, the frame and bolster are held against contact while their relative vertical movement and relative lateral movement is readily accom- ,modated by the yielding rubber pads gripping brackets 23 and 24.

Preferably, but not necessarily, the interengaging faces of pads 20 and the flanges grippedthereby are concavo-convex to resist sliding movement between the pads and the flanges and with such contour the pad increases in thickness from its center towards its periphery. This arrangement maintains the rod spaced from the edge of the flange hole for the rod and acts to compensate for the greater movement between the peripheral portions of the flange and collar (as compared with the movement of their cen-- tral portions) when the rod is inclined from its normal position.

Brackets 2| and 23 are shown as being formed integrally with their truck parts, and brackets 22 and 24 are shown as being bolted to their respective truck parts.

It is desirable to have at least one of the brackets for each draft device detachably secured to the truck part to facilitate assembly of the device, the detachable bracket being applied to, the device .before the bracket is secured to the truck part. By threading and pinning the inner collars on to rod l6, instead of providing shoul-.

extending from each journal box 3| directly to the bolster 32 which is provided with arms 33 for mounting the device engaging brackets34. Arms 33 project from the end of the bolster proper outwardly of the truck beneath the frame wheel tween the journal box and truck frame, but the truck frame may be connected to the bolster similarly to the arrangement previouslydescribed, as indicated by devices 31. However, the boxes may be mounted in the pedestal jaws with the usual pedestal liners or some other box and frame positioning structure could be utilized.

Figures 10, 11 and 12 illustrate the application of the invention to a six wheel truck for passenger cars in which each end of the bolster 40 has transversely extending arms 4|, extending outwardly beyond the frame wheel pieces 42 to mount the outside side bearings 43 in the usual manner. Each projecting portion 4| has an integral bracket 44 to which one end of the draft and guide device 45 may be secured as previously described the other end of the device being attached to a corresponding bracket 46 extending outwardly from frame wheel piece 42 and aligned with bracket 44 longitudinally of the truck.

Preferably four of these devices will be used, one

at the outer end of each bolster arm. The truck frame and journal box assembly may correspond to the arrangement illustrated in Figures 1, 2 and 4 or may comprise the usual box and pedestal assembly. By placing device 45 on the outer faces of the truck frame, they are rendered easily accessible and all of the longitudinal forces between wheels and bolster are transmitted more nearly in a straight line and are removed completely from the transoms.

Each form of the invention clearly achieves the objects stated in the introductory portion of this specification. The continual wear of chafing plates is eliminated and the difficult job of removing thevcar body from the trucks to replace worn chafing plates is avoided. The size vof some of the truck parts may be reduced .be-

cause it is unnecessary to reinforce the tran-. soms, for example, at the points where the chafshape can be substituted for the rods shown.

Where the term draft or draft forces is used in the specification and in the claims it will be understood that'the term may include buffers or bufling forces, as well as pulling forces.

Whilethe draft rod devices are intended primarily to transmit longitudinal forces and to yield as is necessary when subjected to transverse forcesto accommodate necessary relative' movement of the. truck bolster, and journal box vertically or laterally of the truck, nevertheless,

'the yielding of the rubber pads is accompanied by an increasing resistance to the angular movement of the rods, and this prevents unnecessary play between the interconnected truck parts and also tends to return the truck parts to normal position, thereby improving the riding qualities of the truck.

It will be apparent to those skilled in the art that other arrangements of the devices may be used. For example, they may be placed transversely of the truck to limit relative transverse movement of the journal boxes and truck frame. The details of the devices may be varied substantially without departing from the spirit of the invention and the exclusive use of such modi- V flcations as come within the scope of the claims is contemplated.

What is claimed is:

1. In a railway truck, a truck frame, an axle- 2. In a railway truck, a frame, an axle box.

movable vertically in said frame, a bolster movable vertically relative to said frame, a force transmitting device between said frame and bolster, a force transmitting device between said box said bolster member as they move vertically in said frame member, each device comprising an elongated element with spaced collars at each end having-rubber pads gripping between them flange-like elements on the members to which the device is connected.

'7; A structure as described in claim 6 in which the flange-like element on the truck frame member is' detachably secured to said member.

8. In a railway truck, a truck frame, an axle box movable vertically relative thereto, a bolster, elements mounting said bolster for movement vertically and horizontally relative to said frame, a device for transmitting from said frame to said box forces applied longitudinally of the truck, a device for transmitting from said frame to said bolster forces applied longitudinally of the truck, each of said devices comprising an elongated element extending longitudinally of the truck and bolster, each of said force transmitting devices comprising an elongated element with a pair of opposing rubber elements'gripping between them a portion of a truck part to which the device is connected.

3. In a railway truck, a frame having a rigid flange extending transversely of the truck, a bolster movable laterally of the truck having a corresponding flange similarly disposed; a rigid draft arm with its end portions extending through said flanges and having opposed collars on opposite sides of each of'said flanges, there being rubber pads between each of said collars and the adjacent flange, whereby forces in opposite directions longitudinally of the arm are transmitted betweensaid bolster and frame through said rubber pads and arm and said bolster and frame may be moved vertically and transversely of the truck relative to each other because of the yielding of said pads and the inclination of said arm from normal position.

4. In a railway truck, a frame having depending pedestal structure, an axle box movable in said structure, swinging link pivotally suspended from said frame, a bolster carried by said swinging links, said box and bolsterhaving flanges extending transversely of the truck andaligned with each other longitudinally of the truck, and a device extending between said flanges to transmit longitudinal thrust between said box and bolster.

5. In a railway truck, an axle box member, a frame member supported by and slidably receiving said box member, a bolster member, said members having substantial vertical movement relative to each other, and a device transmitting thrust longitudinally of the truck frame between said axle box member and said bolster member independently of said frame member.

6. In a railway truck, an axle box member, a

' frame member, movable vertically relative to said box member, a bolster member movable vertically relative to said box member and said frame member, and devices connected to and transmitmaintained.

and having a pair of opposing rubber elements gripping between them a portion of a truck part to which the device transmits longitudinal forces, whereby relative positions of said frame, box and bolster longitudinally of the truck'are 9. A structure as described in claim 8 in which each of the force-transmitting devices'has at each end a pair of opposing rubber elements gripping between them the portions of the truck parts to which the device transmits longitudinal forces.

10. In a railway truck, a bolster and another truck part movable relative to each other transversely of the truck, a rigid member extending longitudinally of the truck and terminating at each end in a pair of collars spaced apart longitudinally of the truck, a rigid element of said truck part extending between one pair of said collars, a rigid element of said bolster extending tudinally of the truck and having a connection at its other end to the frame, each of said connections comprising a pair of collars on the draft arm provided with opposing rubber pads grip- ,ping between them a flange on the adjacent truck part so that a longitudinal force will be transmitted between the bolster and frame through said arm while the pads may yield with increasing resistance to accommodate relative lateral and vertical movement of the bolster and frame and to return the bolster'and frame to normal relative position.

12. In a railway truck, a frame including wheel pieces, a bolster movable relative to said frame and including portions extending outwardly of the truck beyond said wheel pieces, and a draft arm positioned alongside of the outer face of each wheel piece for transmitting longitudinal forces between said frame and bolster and comprising an elongated rod with rubberlike pads secured to its ends and having means for clamping said pads at one end of the rod to one of the bolster portions and for clamping the pads at the other end of the rod to the wheel piece.

13. In a railway truck, a frame including a wheel piece member, a bolster member movable relative to said frame, a draft arm positioned outwardly of said wheel piece member, and conspectively for transmitting longitudinal forces between them, each ofsaid connections comprising a pair of. rubber pads on the draft arm and gripping a portion of one of said members between them.,

14. In a six-wheel truck, a frame including wheel pieces, a bolster structure including spaced cross bolsters extending outwardly of the truck beyond said wheel pieces, and a draft arm connected to each end of each of said cross bolsters and extending therefrom longitudinally of the truck for transmitting longitudinal forces between the frame and bolster, each of said draft arms having rubberlike pads clamped to said frame and bolster respectively to accommodate relative movement of the bolster and frame transversely and vertically of the truck.

15. In a railway truck, a frame including a wheel piece, a bolster movable relative to said frame and including a portion extending outwardly of the truck beyond said wheel piece, said wheel piece and bolster portion including elements of substantial width transversely of the truck, and an elongated rigid, draft arm extending between said elements and having pairs of wide rubber pads at its ends clamped about said wheel piece and bolster elements whereby forces applied longitudinally of the truck are transmitted between said frame and bolster through said arm and pads and relative movement of said frames and bolsters laterally and vertically of the truck is accommodated but is subjected to gradually increased resistance as such movement is continued.

16. In a railway truck, relatively movable metal parts, anda connection between said parts comprising an elongated metal draft element, at least one of said parts having a flange member extending transversely of said draft element and having an aperture for receiving the same but of substantially larger diameter than the draft element sothat the draft element may be spaced from the edges of the aperture, there being spaced shoulder members on said draft element at opposite sides of said flange, and rubber pads betweensaid shoulder and flange members, at least one of said members opposing a rubber pad being dished to maintain the relative position of said flange member and draft element transversely of the axis of .the latter when said truck parts move relative to each other transversely of said element.

17. In a railway truck, relatively movable metal parts and a connection between said parts comprising an elongated metal draft member provided with rubber pads, there being means to grip at least one of the truck parts by said rubber pads, the opposing faces of the rubber pads and the part gripped by the same including dish-like elements to hold the parts against disalignment transversely of said member.

18. In a railway truck,'a frame including a wheel piece member, a bolster member movable relative to said frame and including a portion extending outwardly of'the' truck beyond said wheel piece member, an elongated draft arm positioned alongside of the outer face of said wheel piece member with connections between its ends and said members respectively, one of said connections comprising a pair of pads of rubberlike material mounted on said arm and gripping one of said members between them, whereby longitudinal forces are yieldingly transmitted between said members through said pads and relative movement of said members vertically and laterally of the truck is accommodated by the yielding of said pads to the inclination of said arm.

19. In a railway truck, a bolster member and another truck member, from-which the bolster member is supported, movable relative to each other, a rigid arm extending longitudinally of the truck and having connections at its ends to said members arranged to maintain said members against'relative movement longitudinally of the truck, at least one of said connections including a pair of flanges on the arm inwardly of its adjacent end and extending transversely of the" length of the arm, one of said flanges being on one side of a part of the associated member and the other of said flanges being on the other side of said part, there being resilient means between each of said flanges and said part, said arm and connections transmitting forces exerted longitudinally of the arm in opposite directions between said truck members, and yieldingly resisting relative movement of said members in directions transversely of said arm.

20. In a railway truck, a main frame member and another truck member, from which the main frame member is supported, movable relative to each other, a rigid arm extending longitudinally of the truck' and having connections at its ends to said members, at least one of said connections including a pair of flanges on the arm inwardly of its adjacent end and extending transversely of the length of the arm, one of said flanges being on one side of a part of the associated member and the other of said flanges being on the other side of said part, there being resilient means be-- tween each of said flanges and said part, said arm and connections transmitting forces exerted longitudinally of the arm in opposite directions between said truck members, said arm being inclinable transversely of its length relative to said members under yielding resistance of said means when said members move relative to each other transversely of said arm.

21. In a railway truck, wheeled axles, journal boxes thereon, an equalizer extending between journal boxes at one side of the truck, spaced spring units on said equalizer, a truck frame supported from said spring units, and an elongated device extending longitudinally of the truck past one of said spring units ,and connected at its ends to said frame and to one of said journal boxes respectively and maintaining the frame and journal box in their normal position longitudinally of the truck and accommodating relative motion between said frame and. box transversely of said device.

22..In a railway truck, wheeled axles, journal boxes thereon, an equalizer extending between journal boxes at one side of the truck, spaced spring units on said equalizer, a truckframe supported from said spring'units, and an elongated device extending longitudinally of the truck past one of said spring units and having resilient elements connecting its ends to' said frame and one of said boxes respectively and yieldingly maintaining the frame and journal box in their normal position longitudinally of the truck and yielding to allow relative movement of the frame and box transversely of said device.

23. In a railway truck, a bolster member and part of the associated member and the other of said flanges being on the other side of said part, there being resilient means between each of said flanges and said part, said arm and connections transmitting forces exerted longitudinally of the arm in opposite directions between said truck members and yieldingly resisting relative movement of said members in directions transversely of said arm.

24(In a railway truck, a bolster part and another truck part movable relative to each other transversely of the truck, a rigid member extending longitudinally of the truck and having connections at its ends to said parts respectively, at least one of said connections comprising a pair of collars on said member spaced apart longitudinally of the member and held against movement away from each other along said member, a rigid element of the associated truck part extending between said collars, and a rubber padbetween each-of said collars and the associated truck part, said member and pads transmitting forces exerted longitudinallyof the truck between the truck parts and yieldingly resisting relative movement of said bolster and truck parts laterally of the truck.

CARL E. TACK. 

